Vehicle-wheel.



L. R. GRUSS.

vnmcm: WHEEL. APPLICATION FILED AUG. 8, 1910.

3 SHEETS-SHEET 1.

Patented May 2s, 191.2.

L. R. GRUSS;

VEHICLE WHEEL. uruonxon run]: we. a, 1916.

Patented May 28, 1912.

L: g m, E w N Q g R1 HQ 4 w, 7 2 1 L. R. GRUSS.

VEHICLE WHEEL.

APPLICATION rum) me. a, 1910.

, Patented May 28, 1912.

3 SHEETS-SHEET 3.

N W, w

I/i/llflll ,IIIIIIIIIIIIIII 25. claimed, having reference to the accompany- 5? rubberor other material A, detachably ential floating piston whereby the cushionspoke with parts ofa hub and the outerrim.

top and bottom portions of the wheel showimounted upon a rim 2 and clamped by. fclenchers 3 and 4 which are bolted together UNITE STATES PATE T onnion,

,LUCIEN n Gauss, or cmoo, CALIFORNIA. ASSIGNOR "r0 AUTO-COMPRESSED-AIR WHEEL company; or cnroaoamronnm, A 'conrona'rxon or CALIFORNIA.

"- VEHICLE-WHEEL.

To all whom it mag concern. i

Be it known that I', LUOIEN R. GRUSS,Cltlr 'zen of the United, States, residing at Chico, in the county of Butte and State of California, have invented new and useful Tm: provements in Vehicle-Wheels, of which the following is a specification. a

This invention relates to vehicle Wheels, and particularly to cushion wheels for au tomobiles, and the like. 4 u a The object of myinvention is to devise and provide an eflicient, simple, reliable wheel which will have thenecessaryand desired degree of resiliency usual in the ordinary pneumatic tire, but which. dispenses with said tire, and is much more durable and economical; and it is 'a special object to provide a combination of telescopic spokesections which present a neat, attractive ap-- pearance, and withinwhichoperate a differing effect is produced y Y The inventionv consistsof the parts and the construction and combinationof parts asihereinafter more fully described and ing drawings, in which a a I Figure 1 is a longitudinal sectional view of a spoke and one side of the rim and tread,

and showing a part of-the hub inelevation.

Fig. 2 is a fragmentary side elevation of a Figs. 3 and 4 are enlarged detailsin section of'the o osite ends of thespoke shown in. Fig. 1; 1g. 3 being a section of the outer end of thespoke showin the piston and valve arrangement, andF .4 being'a similar view of the inner .end 0 the spoke. Fig. 5 is a side elevation inpartial section of the ing diagrammatically the positions of the s okesections andplston during the, operation of the wheel. a Fig. 6 is an end view of piston-12,showing position of port 22.

The accompanying illustrations represent and tethe rim by the bolts 5. -Thebolts 5.- form pivots for the outer ends of mfy spoke embe; hieh are made up as. ollows:

p ece' 6'is pivoted upon each bolt 5,

seeks Specification ofLetters lPatent.'

driven. type. ,spoke-sect1 ons 1&1 and the cylinders 8 are such that the hub B and wheel-rim 2 may and tojthe cylindricalieiitension 7 of each socket piece 1s securely joined 'a cylindrical unale spoke-section. l4: telescoping with a PatentedMay 28, 1912. .n plication filedhugust s,'191o. Serial Nansen".

have a floating, independent, movement to: and from each other radially and otherwise, a

as the wheel revolves.

One feature of this invent-ion upon which it is desired to lay particular stress com prises the means whereby the relative mo ,tion of the hub and rim is so controlled and checked that all possibility of transmitting vibrations, generated when the wheel vis running, to the supported body of the vehicle areentirely prevented and at the same a time the operation of the cushioning means v is automatic, reliable and simple, and the hub is maintained normally concentric with the rim and the tendency so prevalent in this classof wheels-for the wheel'to become eccentric or lop-sided is obviated. In'the present instanceI accomplish these results by introducing within each hollow ucomposite spoke, a floatinggdiife rential plunger or piston having a stem 7 11 ;and two piston heads1216; the smaller outer piston head 12 working in the socketfi and in engage ment normally with the bottom of the socketpiece 6, when the hub B is ina position cenej trally of .the wheel rim. The 'endf of, the

chamber in cylinder 7 in which the piston 12 works is closed by a packing glandi15 to form 'a compression chamber 13, and thep ston rod 11 works throughgland- 15; the PIS- ton 12 normally abutting against the'closed opposite end or head of the compression chamber 13. Opposite pistonhead12, rod 11 is provided with another piston head 16, operating in the compression chamber 17 formed by an inner cylinder-18, which 1s concentric with and spaced from the main spokesection cylinder 8, and is secured in.

any suitable manner to the trunnion 9 ;the outer male spoke sections 14 working between, the cylinders 8-18, The outer end of the cylinder 18 is closed by a packing gland .19,- to inclose a compression chamber 17 formed between the gland 19 and the pis- 1216 are disconnected from both the hub and rim, and are free to move in the spoke cylinders, except as prevented or retarded by vacuum and compression, as later described. IVhen the hub B is concentric with the rim, all the outer piston heads 12 are in their outermost position resting against the bottom of the chambers in sockets 6, as shown in Figs. 1 and 3, and the pistons 16 are resting against the glands or. cylinder heads 19, see Figs. 1 and 4, in their chambers 17. In order to insure the rapid return of each piston to that position during the revolution of the wheel, a spring 20 may be employed which acts against gland 19 and a collar 20 on the piston rod.

From the foregoing it will be seen that normally both pistons 12-16 are at the end of their stroke in one direction in their respective chambers, and that the spoke-sections 148 may be lengthened or shortened under limitations controlled by the compression or vacuum on the two sides of the pistons 12-16, all as will appear more clearly hereinafter.

Collar 20', which is fixed to and movable with piston rod 11 has an air tight working fit in the cylinder 14, see Fig. 3, and is provided with a port 20, in which is a small check valve 20 The collar 20 thus forms a diaphragm or piston which divides the space between the glands 1519 into two compartments, one of which 20 forms a vacuum chamber between the collar or diaphragm 20 and gland 15; the other of which 20 provides a housing for spring 20 and 15 open to the atmosphere continually, by means of a spiral groove 24, formed in the periphery of the cylinder 18 and opening to the atmosphere at 25, Fig. 4. The collar or diaphragm 20' acts as a piston, which in conjunction with the vacuum chamber 20", supplements the cushioning action of the pistons 1216, as will be more fully described.

A small chamber or pocket 35 is formed on the outer end of iston 12 adjacent to its seat in socket 6, and a similarpocket 35 is formed on the inner end of piston 16, which seats on the gland 19. These two pockets or chambers 35 of the double ended piston, constitute small compression chambers, and it is by means of them that the automatic operation of the pistons is effected, and the desired resiliency of the wheel maintained, as will appear shortly. Chamber 35 in piston 12, Fig. 3, may communicate with the closed valve 22.

atmosphere through a port 21' which is normally closed by valve 21; and this same chamber 35 in piston 12, and the space which may be formed between piston 12 and the bottom of the socket 6, may communicate from time to time with the compression chamber 13 through a port 22 in the piston 12, which port is provided with a normally Similarly, by reference to Fig. 4, the small compression chamber or pocket 35, in piston 16 may communicate with the atmosphere intermittently through a valved port 26', the space 20 and the spiral groove 24 and port 25. Port 26 is normally closed by the valve 26. Chamber or pocket 35 in piston 16 and the space which may be opened up between piston 16 and gland 19 is in communication intermittently with the compression chamber 17 through a port 27, which latter is normally closed by the valve 27.

Oil may be delivered to the interior of the spoke through a valved port 30 in trunnion 9; this port usually being closed by a plug 30, Fig. 4:.

- A very reliable means for automatically taking up the wear of the socket pieces 6 on the bolts 5 is afforded by means of a pair of cones 31 passing over bolt 5 and spread and seated by a spring 32.

In operation the movements of, a double ended floating piston, as here described, in its spoke, is as follows :Assuming that the wheel is running and a load is imposed upon the hub, then all of the spokes below the center of the hub B will tend to be teleseoped or shortened and those above the hub will tend to be lengthened, as illustrated, on an exaggerated scale by the lop-sided or eccentric appearance of the wheel in Fig. 5. By reference to that figure, and looking at the spoke below the hub it willbe manifes that since the head 12 seats against the outer end (which for the time being is the lower end) of the cylinder 13, it can go no farther outward toward the rim; but since the spoke section 8 has been so pushed down over section 14 as to shorten the spoke (and in so doing having at the same time shoved down cylinder 18 over 'piston 16 so as to move gland 19 away from piston 16) a compression'is roduced in chamber 17 on the upper side of piston 16, and correspondingly a tendency to vacuum is produced on the underside of piston 16 and between the latter and the gland 19. That is, this particular piston 16 acts as a pump to draw in air through the port 26, and also to compress the air in chamber 17. However, this suction action by piston 16 is effective only when the air already trapped in the space or pocket 35 on the underside of piston 16 is at, orless than atmospheric pressure. If the air in space or pocket 35 of piston 16 is above atmospheric pressure, this trapped air in pocket 35,will expand asgthe gland 19 moves, downward awayfrom piston 16 until,

.15 theposition of the spoke directly-over the hub. In coming to this position above the hub, the piston 16 gradually moves back toward its gland 19, and in so doing the air which has been admitted past the. valve 26, 2 (if any has been admitted) is compressed between piston 16 and gland 19 until its pressure is equal to the pressure of the air in chamber 17, whereupon valve 27 in piston 16 opens and allows an equalization of pressures on the two sides of piston 16,; the piston 16 continuing its movement toward its seat on gland-19 by virtue of the lengthening of the spoke; valve 27 closing when the piston 16 rests against gland 19 again. Of

vsocourse valve 26 closed the moment that piston 16 started to move toward gland 1.9, which it did after reaching its limit of compressive movement inthe chamber 17. It -isto be remembered that valve 26 only opens when there is a reduction of pressure belo-w atmosphere on the side of piston 16 adjacent to gland 19, but after the spoke is pumped up the admission of further air past valve 26 is only intermittent and occurs only as the pressure runs down below a point automatically determined by the load. This automatic regulation is effected by means of the pocket 35, above described. In the return operation of the piston 16 toward gland 19,

therehas been trappedinpockety35 a small volume of air at the same pressure as the air in chamber 17, which pressure is very much above atmosphere, consequently the next time the load acts to shorten the spoke,

5 (which occurs on the completion of the revolution of this spoke, and when gland 19 moves away from piston 16,) 'this, air expands, as before, described; but until the amount of movement of the gland 19 with v .55 'respect'to piston 16 is great enough, or the load carried. If the load is increased. so that on the first few revolutions of the wheel the piston stroke is greater than the air pressure still low onthe two sides, of the the hub. Thus lookin piston, then more air may be drawn: into the cylinder until the piston stroke shortens,. and the air pressure has increased to a point so. that the air pressure between piston 16 and land 19, when the piston and gland are tarthest apart, is i above atmosphere. lVhenever the air pressure between the piston 16 and gland 19 becomes less than atmosphere, just enough air is let in past valve 26 to raise the pressure in the piston, so that when the piston and gland are next separated, there'will still be a pressure above atmosphere- As long asgthe volume of air compressed in the pocket 35 is under sufiicient pressure that when expanded into the larger space between piston 16 and gland 19, as those two parts are separated, it will still be above the atmosphere, then so long will the valve 26 remain closed. In actual practice, if'the spokes have been allowed to lose their compression, the pumping action of drawing in air past valve 26 continues for several revolutions of the wheel, the movement of the piston becoming shorter at each successive revolution, on account of the increasing resistance in the compression chamber. As soon as the combined resistance in the compression chambers 17'-35 of the spokes which are nearest the ground, is equal to the weight imposed upon them, no more air can enter chamber 17, because the pressure of the air in the compression chamber 17 is greater than that contained in the intermediate chamber 35 and likewise no more air can enter the intermediate chamber 35 because the air it now contains, is at a higher pressure than the atmosphere. Once the wheels are pumped up equal to the weight imposed upon them, it is absolutely impossible to force any more air into the compression chambers, without increasing the weight they are carrying; yet the wheel has a springines's or yield corresponding to. the expansibility of the air in chambers 35 and without taking in any more air untilneeded. e From the foregoing description of the operation of piston 16 in its chamber during one complete cycle, it is believed that the operation of the outer piston v12 will be readily understood; the only diflerence between the operation of the two pistons 12'1 6 being that the piston 16 acts as a pump when the spoke, is below. the hub, while. the piston 12 acts as a pump to maintain a suitable air pressure'in its compression chamber 13 when the spoke is above at. Fig. 5, the tend; ency of the upper spo e is to lengthen just as-the tendency of the lower spoke .is to shorten. In the upper spoke it is seen that the piston 16 can move no farther outward by reason of the stop afforded by the gland 19,- consequently the rim pulls up on the sections 147 thereby opening a vacuum space above this upper piston 12 and tending to draw in air through the port 21; but the admission of air through port 21 is dependable entirely on the air pressure in the pocket 35 in piston 12, and in the space be tween the piston 12 and the bottom of the socket 6, just as before described in connection with the air-pressure and pocket 35 of the piston 16.

Although each spoke has two compression chambers 1317, they are subject to a pumping action alternately: chamber 17 when the spoke is below the hub, and chamber 13 when the spoke is above the hub. It will also be noticed that the opposing spokes simultaneously produce resilient, re sistant cushions, one in the chamber 13 in the upper spokes, and one in chamber 17 in the lowermost spokes. The air cushions and air traps provided, as above described, prevent each piston from being violently seated.

An advantage in using a differential piston is, that the greater area of pressure on piston 16 accelerates the return outwardly "of the piston, thus assisting the spring 20,

which may if desired, be dispensed with. The collar piston 21 by reason of the vacuum behind it in chamber 20 supplements the spring 20 to cause a quick return of the piston heads 1216 toward their respective seats at the ends of the chambers 1317 the vacuum in chamber 2O being caused when the collar 21 moves away from gland 15, the valve 20 self-seating at that time. The purpose of the valve 20 is to allow for the escape of-any air whiclrmay leak into or be trapped in chamber 20", so that the latter will always act a vacuum chamber.

The feature to be emphasized in this invention, is the floating double ended pump piston, wholly disconnected from the hub and rim, with the piston heads 1216 resting against and supported by their respective cylinder heads when the rim and hub are concentric; these pistons each controlling and operating in a compression chamber, and acting alternately as a pump; the pressure in the chambers 1317 being controlled in proportion to the volume of expansible air in the small chambers 35-.

Where the wheelis to be used as a driver,

or traction member, suitable means may be The object of fixing the inner end of one spoke rigidly to the hub, and pivoting the outer end to the rim, is first, to provide a means for transmitting power from the shaft and hub to the rim, and second, to provide a fulcrum about which the rim is movable as the compression of the spokes successively occurs during the revolution of the wheel. It will be obvious that if all the spokes were pivoted at their inner and outer ends, there-would be much lost, motion or twisting of the hub with relation to the rim. The single spoke fixed rigidly to the hub applies power directly while thevpivot at the outer end forms a fulcrum about which the wheel may swing to the limited distances caused by the successive compression and expansion of the springs as they approach and recede from a point vertically beneath the axle. This fixed spoke with the pivot in the rim is a most important feature.

Having thus described my invention, what I claim and desire to secure by Letters Patentis- 1. In a cushioned vehicle wheel, the combination of a hub and a rim, spoke members made up of telescoping sections, one section of each spoke being pivoted to the rim, and

all the other sections of the other spokes exceptone, being pivoted to the hub, and a double differential cushioning, floating piston in each of said spokes and disconnected therefrom, and also from the hub and rim, with one head. of the piston working in one section and the other head of the piston working in another spoke section.

2. In a vehicle wheel, the combination of a hub and rim, spoke members made. up of telescoping sections, one section of each spoke being pivoted to the rim, and all the other sections of the other spokes except one, being pivoted to the hub, and a double cushioning floating piston in each of said spokes and disconnected therefrom, with one head of the piston working in one section and the other head of the piston working in another section, the chambers in which said pistons work being closed on their adjacent ends, and means by which both of the heads for each piston normally are at the outer end of their stroke intheir respective cylinders.

3. In a vehicle wheel, the combination of a hub and a rim and connecting spoke members between, each spoke consisting of a tubular section connected to the rim, and another tubular section connected to the hub, said sections telescoping one with the other, ahdouble ended floating cushioning piston housed in each spoke and working in respective cylinders therein, and means by which the outer end of each of said pistons have a head normally abutting against the outer end of its chamber.

a hub and rim, spoke members made up of telescoping sections, one section of each spoke being pivoted to the rim, and all the Y other sections of the other spokes except one,

being pivoted to the hub, and a double floating piston in each of said spokes and'disconnected therefrom, with one head of the piston working' in one section and the other head of the piston working in another section, the chambers in which said piston heads work being olosedon their adjacent ends, means by which-both of 'the heads for a each piston. normally are at 'the outer end of their stroke in their respective cylinders with the heads of 'each of said double pistons normally supported at the outer ends of their respective chambers, and means by which each piston head works on vacuum on one side and on compression on the other,

side.

a hub andrim, spoke members made up of telescoping sections, one section of each spoke being pivoted to the rim, and all the other sections of the other spokes except one, being pivoted to the hub, and-.a double floating piston in each of said spokes and discone nected therefrom, with one head of the piston working in one section'and the other -which each piston head works on vacuum on. 0

head of the piston working in. another section, the chambersvin which said piston heads work being closed on their 1 adjacent ends, means by'which both of theheads for each piston normally are at the outer end of their stroke in their respective cylinders with the heads of each of said double pistons normally supported at the outer ends of their respective chambers, means by oneside and on compression on-theother side,-and means by which air admitted on the vacuum side is delivered into the chamcomprising two telescoping sections, 'all of said spoke members pivotally connected to the rim, and all of said spoke members ex cept one, pivotally connected to the hilb, and cushioning means housed by the spokesections.

8. The combination avehicle wheel of a rim and a hub, connecting spoke members therebetween, ,said spoke members .each comprising twotelesc'oping sections, all of said spoke members pivotally connected. to

5. In a vehicle wheel, the combination ofthe rim, and all of said spoke members except one,.pivotally connected to the hub, and cushioning means housed by the spoke sections, said last named means including a floating double piston member.

9. In a vehicle wheel, the combination of a hub and a rim and connecting spoke members therebetween, said spoke members each compri'sng a pair of telescoping sections, one section pivoted to the rim, and theother to the hub, cushioning means including a rigid floating double ended piston housed in each spoke member with one end of the piston working in a compression chamber in one section, and the opposite end working in a compression chamber inthe' complementary spoke section. v

10. In a vehicle wheel, the combination of 'a hub and a rim, spokemembers extending between the hub and rim, transverse bolts extending through the outer ends of the spokes and pivotally connecting said spokes to the rim, sleeves turnably mounted on the bolts having internalconical chambers, oppositely disposed conebearings- 1n the chambers embracing the bolts, and

' spring members between said bearings.

11. In a vehicle wheel, the-combination of a'rim and hub, and a spoke connected to the hub and pivoted to the rim, the pivot of said spoke consisting of a sleeve'inclosing a bearing chamber with conical bearing blocks fitting" the ends of the chamber and spaced fromone another, pivot bolts passing through the blocks and rim, and a spring .1

acting against the blocks to take up wear.

, 12. In a vehicle wheel, the combinaton. of a hub and aim and connecting spokes therebetween, the spokes pivoted to the rim, the

hub having flanges, trunnions secured to the.

flanges, the spokes-comprlsing each a trunnion mounted on said flanges and carrying a radially disposed cylinder, a second cylinder telescoping therewith, and pivotally connected with the rim, and a double ended piston having one head working in vone of saidcylinders, and the other working in the other of said cylinders, with means by which said piston automatically acts to malntam a compression on each of its heads when'the.

wheel is running.

13. In a vehicle wheel, the combination of a rim and a hub and spoke member therefor, each spoke member comprising a socket -member pivoted to the rim, a cyl nder member-secured 'to the socketmembe'r, a trunnion secured to the hub and carrying a, cyllinder'telescoping with and outside of saidfirst namedcylinder, said trunnion carrying a second cylinder telescoping with and in-, side ofthe first named cylinder'on the socket, a double-ended piston having one end working in said second cylinder, and the other end working in a chamber in the socket, said second cylinder and saidchamber closed at their adjacent ends, and through which ends the stem of said double ended piston works.

14. In a vehicle wheel, the combination of a rim and ahub and spoke members therefor, each spoke member comprising a socket member pivoted to the rim, a cylinder member secured to the socket member, a trunnion secured to the hub and carrying a cylinder telescoping with and outside of said first named cylinder, said trunnion carrying a second cylinder telescoping with and inside of the first named cylinder on the socket, a double ended piston having one end working in said second cylinder, and the other end working in a chamber in the socket, said second cylinder and said chamber closed at their adjacent ends, through which end the stem of said double ended piston Works, and means by which said pistons are maintained normally at the outer end of their.

' stroke, in their respective cylinders.

15. In a vehicle wheel, the combination of a hub and a rim, spoke members made up of telescoping sections, one section of the spoke being pivoted to the rim, and all the other sections of the other spokes except one, being pivoted to the hub, .a double ended piston in each of said spokes and disconnected therefrom, compression chambers in each spoke with one head of the piston working in one chamber and the other head of the piston Working in the other chamber, an intermediate chamber formed between said compression chambers and a supplemental piston head carried by the double ended piston and working in vacuum in said intermediate chamber.

16. In a vehicle wheel the combination of a rim and hub and intervening spokes, each spoke comprising a pair of telescoping tubular members, a floating piston operating in said tubular members and disconnected from I the rim and hub with suitable air chambersformed in the cylinders and cooperating with said piston member to cushion the hub on the rim.

' 18. In a vehicle wheel, the combination of a rim and a hub with inter-connecting spoke members, each spoke member comprising two telescoping cylinders, one of which is pivoted to the rim and the other to the hub,

a floating piston member housed in the two head of the pistoniworking cylinders and disconnected from both the rim and hub, with suitable air chambers formed in the cylinders and cooperating with said piston member to cushion the hub on the rim, an air chamber formed between said heads, said last named chamber contractible and expansible in length as said cylinder heads move toward and from each other, and a vacuum acting piston head on said piston member constituting a cushioning means in said chamber.

19, In a cushioning device, the combination of two coacting opposing hollow telescoping members inclosing each a separate compression chamber, and a double ended piston disconnected from each member and having one head working in one of said compression chambers and the other head Working in the other compression chamber.

20. In a cushioning device, the combination of two coacting opposing hollow telescoping members inclosing each a separate compression chamber, and a double ended piston disconnected from each member and having one head working in one of said compression chambers and the other head working in the other compression chamber, saidpiston heads each normally abutting against an end of its respective chambers and means by which one head works on compression on one side and as a pump on the other side when the sections are moved toward each other; and similarly the other head works on compression on one side and as a pump on the other when the members are moved apart.

21. In a vehicle wheel, the combination of a hub and a rim, spoke members made up of telescoping sections, one sect-ion of each spoke pivoted to the rim and the other section of all the spokes except one, pivoted to the hub, and a double floating piston in each of the spokes and disconnected therefrom, and from the rim andhub, with one in one section and the other head of the plston working in the other section.

22. In a vehicle wheel, the combination of a 'hub and rim, spoke members made up of telescoping sections, one section of each spoke pivoted to the rim and the other section pivoted to the hub, and a double piston in each of the spokes and disconnected there-- from, and from the rim and hub, with one head of the piston working in one section andthe other head of the piston working in the other section, a vacuum chamber formed between the cylinders in which said heads work, and a vacuum-producing-piston carried by the double piston in said vacuum chamber.

23. In a vehicle wheel, the combinationof a rim-and a hub withinter-connecting spoke members, each spoke member comprising two telescoping cylinders, one of which is pivoted to the rim and the other to the hub, and a piston member housed in the two cylinders and disconnected fromthe rim and hub .with suitableair, chambers formed in the cylinders and coiiperating with said piston member to cushion the hub on the rim,

'each of said cylinders having valved ports' at their outer ends.

' 24. A vehicle wheel consisting in the com bination of a hub, a rim and a series of longitudinally yieldable, radial cushioning spokes, all of said spokes pivotally connected with the rim and all of said spokes, except one, pivotally connected with the hub, said one being rigidly fixed in the hub and transmitting power to the rim and the rim having a limited swinging motion about the outer end of the one fixed spoke as a fulcrum.

25. A vehicle wheel consisting in the combination of a hub, a rim and a series of longitudinally yieldable cushioning spokes, all of which have their outer ends pivotally connected with the rim and all of which spokes, except one, have their inner ends pivotally connected with the hub, the one spoke so exceptedfixedly secured radial of the hub and the outer pivotal connection of said spoke with the rim always being in the diameter of the hub which is coincident with said spoke, the rimhaving a limited swinging motion about the outer end of the one fixed spoke as a fulcrum.

26. A vehicle wheel consisting of a hub and a rim telescoping spoke sections with compressible elastic interior mediums, all but one of said spokes being pivotally con.- nected with the hub and rim, said single spoke being rigidlyfixed in the hub and transmitting power to the rim and said rim having a limited swinging movement about the outer end of the fixed spoke in unison with the compression and extension ofall the spokes. 27. A cushioning device for opposing movable members, said device comprising cylinders connected respectively with the opposing members, and slidable one within; the-other, pistons fitting and slidable in the interior of the cylinders, diaphra 'ms fixed in the cylinders and forming independent compression chambers, and -a piston rod by 'which the pistons are connected to move in unison in their respective chambers, said i pistons and piston rod disconnect'ed from each novable member.

28. A cushioning device for opposing movable members, said device comprising cylinders connected respectively with the the other, floating v I able in the interior of the cylinders, dia+ opposing members andfslidable one within pistons fitting and slidphragms fixed in the cylinders and formmg' independent compression chambers, .11

piston 'rod disconnected from the movable members by which the pistons; are connected to move in unison in their respective chambers, and automatically acting valves by which air pressure is maintained.

29. A cushioning device for opposing movable members comprising two, co-acting telescoping cylinders, each cylinder pivoted at its outer end to a respective one of said members, a floating piston workih in the movable members, and means by which on the relative movement of said members toward and from each other, said-piston and cylinders co-act as a pump, automatically to take in air and to maintain a pneumaic cushion proportional to the load carrie 30. A cushioning devicecomprising the combination with two movable members of interconnecting co-acting telescoping cylin ders, one cylinder connected to one of said to the other of said members and a double rim, andha'ving ahead working in one cyli'nder and constructed and arranged so that on its being reciprocated it automatically operates to pump up air in its cylinder to provide a pneumatic cushion in the other cylinder,

' -32. In a vehicle wheel, the'combination with a rim and hub, of a spoke composed of two telescoping cylinders, one of which from each cylinder and also from the hub cylinder and constructed and arranged so that on its being reciprocated it automatically operates to pump up air in its cylmder to provide a pneumatic cushion in the normal y resting loose in the bottom of the cylinders being drawn apart so as to pull said piston away from its seat in the bottom of said cylinder, the piston will later be automatically returned to said seat.

I 33. A vehicle'wheel in which the spokes bersth' pistons disconnected from the members and the other cylinder connected diflerential cushioning, floating piston withis pivoted to the rim andthe other pivoted to the hub, a floating piston disconnected and rim, and having a head working in one are [composed of telescoping tubular memi cylinders and disconnected from eac of said the hub, a floating piston disconnected from each cylinder and also from the hub and p other c linder, the other end of the piston other cylinder, and" means whereby on the members and acting to compress air to form elastic cushions within the members, and in which the spoke members have their opposite ends pivoted to the hub and rim respectively, except a driving spoke which has one end rigidly fixed to the hub and the other end pivoted to the rim for the purpose of transmitting power to rotate the wheel.

34. A cushioning device comprising reciprocating telescopic tubular members inclosing a double piston one head of which respectivelyfits a chamber in each member I and both heads normally abutting against an end of their chamber, and intermediate diaphragms between which and the pistons 15 bodies of air are constantly compressed by the reciprocation of the parts.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

LUCIEN R. GRUSS. Witnesses: CHARLES EDELMAN, CHARLES A. PENFIELD. 

